Electric brake.



P. P. CRAFTS. ELECTRIC BRAKE.

(Application filed Nov. 80, 1900.)

vPate nt ed Oct. 29, IBM.

(No Model.) 4 Sheds-Sheet I.

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Patented Oct. 29, I90I.

SW T F A on C P P 9 5 oo 6 0 N ELECTRIC, BRAKE.

(Application filed Nov. 30, 1900.) 4 sheets sh-t 2.v.

.(No Model.)

" No. 685,394. Pate ted 0c1."29,'|9m.

P. .P. CRAFTSL ELECTRIC BRAKE. (Application filed Nov. so, 19oo. (NoModel.) 4 Shasta-Sheet 3.

INVENTEIR dnz fi 1? 6% WiTNEI-IEIEE J E FIE-6- THE Ncnms PEIERS o0.PNOTO-LITMQ. WASHINGTON, n. a.

No. 685,394. Patented Oct. 29-, 190]. P. P. CRAFTS.

ELECTRIC BRAKE.

(Application filed Nov 30, 1900.) (No Model.) 4 Shaets-Shoa'i 4.

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I U ITED STATES P TENT OFmcE.

PERLEY P. CRAFTS, OF BOSTON, .MASSACHUSETTS, ASSIGN OR TO THE AL-GONQUIN ELECTRIC BRAKE COMPANY, OF BOSTON, MASSACHUSETTS, A

CORPORATION OF MAINE.

ELECTRIC BRAKE.

srncrrrcarron forming part of Letters Patent No. 685,394, dated ctober29,1'9 )1.

' Application filed November 30, 1900 Serial No. 38.137. (No model.)

To a whom it may concern:

Be it known that I, PERLEY P. CRAFTS, a citizen of the United States,residing at Boston, county of Suffolk, and State of Massa-,

chusetts, have invented certain new and useful Improvements in ElectricBrakes, 'of which the following'is a specification, reference being madeto the accompanying drawings, wherein-'- vers. Fig. 3 is a'de'tail ofthebrakedevers and supporting-hanger therefor. Fig.4shows in detail thespring connection between the Figs. 5, 6, 7,

main and the locking levers. and 8 are respectively a plan, sideelevation, longitudinal section, and transverse section of the lockingmechanism.

My invention relates to certain improveinents in electric brakes of thetype wherein the line-current is used to energize a mag-- netic clutch,which serves to put the windingdrum for the ordinary brake-chain infrictional engagement with a car-axle, while a lock operated by a springholds the brakes in their set position and is released by a magnetacting in opposition to the spring.

My improvements relate to the feature of 0 the lock and provides forapplying it by a yielding connection not to the rotating winding-drum,as heretofore, but to a reciprocating part of the system, (shown hereinas the main lever,) to which it is applied through a special leverjointed to the main lever, with a spring intervening between it and themain lever, so that the latter can be drawn forward and the brakesapplied more firmly, even when the lock is set for a minor degree of 0brake-pressure, and the application of the brake thus made independentto a degree of the lock.

Referring to Fig. l of the accompanying drawings, A represents awinding-drum for the brake-chain B, adapted to be piit in magneticengagement with a disk fixed to the axle C by. means of a magneticclutch under the control of a regulator D. The details of the clutch andthe regulator are not given, 5'0 since they form no part of the presentappli '7 cation, it being simply understood that regulator D serves tocontrol the aforesaid clutch and also, by means of a separate switch, to

release the lock aforesaid at the will of the motorman.

The brake-chain B is connected to one end of the ,brake lever' E, which,as more clearly appearsin Figs. 2 and 3, is provided with a a I spindlee,'which works ina slot in the bracket Figure 1 is a general plan of acar provided with my improved brake. Fig. 2 is a detailed plan of thelocking mechanism and brake-lefor hanger F. As seen in Fig.3, the leverE is confined between the upper and lower plates fand f of the hanger F,while springs G G, intervening between the two endsof the spindieea'nd'the' bracket F, serve to draw the lever E bodily to the left, thespindle sliding in the slots in the hanger. TheleverEisjoined to lever Hby an adjustable link K, the lever H being also pivoted at a fixed pointin the hanger F. The outer ends of the levers E and H are jointed to theordinary brake-rods, as more clearly appears in Fig. 1.

The system of levers which I have just described is one already familiarto the art as a means of operating car-brakes, and they are alsodesigned to be operated manually by rods 7 5 and chains connected to thelever L in the ordinary manner, which lever is in turn connected to thelever E by a chain acting like the chain 13 aforesaid.

Taking up the locking mechanism, there is jointed to the lever E at thepoint p a supplementary locking-lever P, which is normally heldalongside of the lever E, as shown in Figs. 1 and 2, by springs S,arranged as shown in detail in Fig. 4. Thus T-shaped 8'5 brackets T Tare connected, respectively, to the levers E and P, the two upper endsof the upright parts forming the heads of the T being connected by anextension-spring S and the two lower ends being likewise connected by asecondextension-spring S. The outer end of lever P is jointed bylink Wto the grip-bar V of the look. This bar V is adapted to be held betweenclamping-jaws normally applied thereto by a spring and is only releasedwhen the unlocking-magnet is energized to oppose the spring. Assumingthe bar V to be locked, it is evident that the brakes may still beapplied either by hand or by the magnetic aXle-cluteh,since as the chainloo B draws on lever E the latter is free to respond by the yielding ofsprings S S, which connect it with lever P, which is held by the lock.Ordinarily the lock will be released prior to the application ofthelbrakes; but my arrangement avoids any failure in the application ofthe brakes by a neglect on the part of the operator to first release thelock. The brakes being applied and the lock being released, the springsS S will draw the lever P up against the lever E and through the link TVwill draw the grip-bar V forward. The lock being then reapplied, thebrakes will be held in their applied position. It then a furtherbrake-pressure is desired, it can be secured by a draft on the lever Ewithout the necessity of first unlocking the system. By this means thebrakes may be used either with or without the lock and are to a certainextent independent of the lock, although the latter may be used in theordinary manner, as desired.

Taking up the details of the lock shown in Figs. 5 to 8, the grip-bar V,as appears most clearly in Fig. 7, enters into the framework X of thelock, where it is held between two flat jaws y w, the former beingsimply a fixed plate rigid with the fra1nework X and the latter a looseplate lying against the grip-bar, but pressed into contact therewith bythe cams Q. The cams Q are operated by leverarms Q, of which there arefour, two for each cam. Through the lower ends of each pair of levers Qis passed a rod R, and the two rods R are pressed apart bycompression-springs Z. Thus the normal tension of the springs Z servesto apply the look by causing the cams Q to force the plate :1: againstthe grip-bar V,

and thus clamp the bar between it and the opposite plate y. To each ofthe rods B, respectively, there is connected one end of a core U of thesolenoid J. These two cores U U enter the solenoid from opposite ends,and when it is energized are drawn therein, so as to approach eachother, and thus act in opposition to the springs Z. By this means thelock may be released at any time at the will of the operator by closingthe circuit of the solenoid J, whereby he is enabled at any time to notonly operate the brakes, but to lock them in their applied positionunder any desired degree of tension, while the application of the brakeis, as I have already described, independent to a certain extent of thelock.

What I claim as new, and desire to secure by Letters Patent, is-

1. The combination with the brakes of a vehicle, of a rotarywinding-drum, a reciprocating lever connected to the brakes, a chainatt-ached to the said lever and adapted to be wound on the drum, anelectromagnetic clutch for engaging the said drum with a driving-shaft,an automatic lock applied to the said reciprocating lever, and anelectromagnet for releasing the said lock.

2. The combination with the brakes of a vehicle, of mechanical operatingdevices therefor and a locking device comprising a part adapted to beclamped in position and a spring normally holding the said part inengagement with the brake-levers, allowing the said levers to beoperated independently of the locking device.

3. The combination with the brakes of a vehicle, of a brake-lever, amechanical operating device therefor, a supplementary lever jointed tothe brake-lever and held against the same by a spring and a lockingdevice applied to the said supplementary lever.

4. The combination with the brakes of a vehicle, of a brake-lever,mechanical operating devices therefor, a supplementary leverspring-jointed to the brake-lever, a recipro cating part connected tothe said supplementary lever and a lockin g device provided with a clampengaging with the said reciprocating part.

5. A locking device for rai1way-brakes,co1nprising a reciprocatinggrip-bar, a brake-shoe bearing thereon, two cams at separated pointsalong the shoe, a spring for operating the cams in one direction and asolenoid-magnet having two cores for operating the said camsrespectively in opposition to the spring.

6. A locking device for the brakes of a vehicle, comprising areciprocating grip-bar, a clamping-shoe thereon, cams for holding thesaid shoe in clamping engagement with the bar, a spring for operatingthe said cams in one direction and a magnet for operating them in theother direction.

7. A locking device for railway-brakes, com prising a framework throughwhich passes a grip-bar, a clamping-shoe contained in the framework andbearing upon the said bar, cams pivoted in the framework, a spring foroperating the cams to clamp the shoe against the grip-bar and a magnetfor operating the cams to release the said grip-bar.

8. A lockin g device for railway-brakes, comprising a reciprocatinggrip-bar jointed to the brake-levers, a framework supported on thevehicles and having an opening in which the said bar reeiprocates, adetachable brake-shoe bearing upon the said bar, cams acting upon thesaid shoe, a spring for clamping the said shoe against the said grip-barand a magnet for releasing the bar by acting in opposition to the saidsprings.

9. Alocking device for the brakes of a vehicle,comprising reciprocatingbars, a clamping-shoe and cams applied at separated points along theshoe, a spring for operating the cams in one direction and a magnet foroperating them in the other direction.

In witness whereof I have hereunto set my hand, before two subscribingwitnesses, this 22d day of November, 1900.

PERLEY P. CRAFTS.

Witnesses:

F. O. MILDRAM, F. X. FITZPATRICK.

lid

